Automatic train-stopping device



April 27 1926..

, 1,582,208 G. W. EDWARDS h AUTOMATIC TRAIN sToPlfING DEVICE Filed June27. 192i s Smets-sheet 1y W am@ IN VEN TOR.

ATTORNEY.

April 27 1926. 1,582,208

G. w EDWARDS AUTOMATIC TRAIN STOPPING DEVICE Filed June 2'?. 1921s`sneets-sheetz n o m Q R Y INVENTOR.

BY', MQW 2 ATTORNEY.

April 27 1926.

G. w. EDWARDS v AUTOMATIC TRAIN STOPPING DVICE Filed June 27,1921 3sheets-sheet a IN VEN TOR.

ATTORNEY.

Patented Apr. 27, 1926.

*UNITED STATES PATEN-r rrier..1v

Groes EDWARDS. or rompe 01ste, estaremos, er @resserrer To. remesaCHRISTENA GILli3lfirl, GNEENTH TQ;y(IZEEARLE,ESKV Q; HERMANE. molten,am; @NE-reame re FRANK o.

Gamesa; ONE-Tram ro, MONAHAN, ONE-Terre ro GARBE., ALL 0F TQLEDQ, oH-Io.

.'AUTQMATIG TRAITN-STOPPING BEVCE Application filedi .Tune 27, 1921.Sehial' IIQASQSSG;

Tol all whom t may cof/wcm:

Be known that If, Geenen W. lmmros,

a. citizen of the United States ot Ameries-t,V

residing at Toledo, in the county of Lucas and State of Ohio, havemwentedf certain new and useful Improvements in Automatic Train-StoppingDevices, of which the foll wing is a speciicetion Mymventi-on relates toan :nutomatlc tram stopping dey-ice andaims to prov-ide a de- Y vice ofthis nature which lits. .inV with the ail-'brake equipment of a trainand which necessitates Very little mechanism .in addition to suchequipment in 'order to attain thel desired results.V The apparatus.provided by me is peculiarly sini-ple and cientin that it comprisesmerely a portable flagging blockor a permanent tripping device, operatedin co1; ection. with the regular block system or t ,om signal 'towers7Apiston and cyliuider construction of the type commonly utilized: invair-brake systems, and valve Controlled piping that may be appliedwithout diliicul-ty;

Furthermore, my invention contemplates" `the use of' a trip` Valve'having a hollowv handle and a locking-'device in combination therewithand so arranged that when the operating valve handle ,of any oncomingtrain enga-ges with. the flagging block, the said valve handle willeither be tripped and locked or the hollow handle broke-11,. .ln eithercase,` the oncoming train will be posi .vely stopped and the engineer orsomo one` from the trai-n will be compelled to descend from the train tothe groundl to reset appropriate mechanism in order to release thebrakes andV to placel the engine parts in condition for furtheroperation.

A still further object of my inver consists providing means for resisclosing of the throttle and with v:

-trip Valve, the.

the portable llagging block.

ping` valve will be entirely free from mois-` ture ol condensatmn at allstages of oper-1- tion. Furtl'iernore7 h l have` provided a meansy thatvwill practically ensurek ak report of every accidentor stopping of theengine due to the operation.. et' the. tripping valve. My device is ofsuch a nature that the ilagging bloclr may be. carried toa point back ofor in front ol?y a stalled train or in trance to, a. block or at somedistance from.

a derail or other dangerous point isfronr a signal tower by an operator.

The preferred embodiment of my tion isv shown in the 'accolnpanyingTcraw- Hset?? innen i ings wherein similar characters of reterence edesignate corresponding parts and wherein Figure l is a side elevationof a loco-mo` tive sliioWin07 my invention attached ia proper relationthereto.` lit illustrates the small cylinder in the'cab and Figure 2 isa detail View showing` my antomatic mechanism for closing the throttleand' the properluY tensionedV springV containedy therein. n

lligiiref, isa side elevation of the portable flagging block.

Figure l is a detail View olf the trip valve showing the safet i lockingdevice thereon.' a longitudinal section on lino Figure 5 Asn/'i oitFigure 45.

Figure G is a detail View deviceof modified form.

In the drawings, my invention is shown as of an operating comprising apipe l; connected through ait elbow 2 to the. airbrake pipe system 23Vot the train. This pipe passes upwardly from the pipe 3 and thendownwardly over the steam chest and through the cylinder lagging A.There is aluf'ays more or less moisture in compressed air. This moisturecondenses` especial-ly in col-d Weather, and tends to owto the lowestlevel. An important aspect of this invention arises from the tact thatthe upward loop 2 prevents any condensed moisture in the nain pipe frompasspipe 1 passing through ing into pipe 1, and l prevents any moisturethe cylinder lagging accumulated in pipe 1 from freezing and Y cock 6 isnormally open and is to be closed only in case the operating valve 5 atthe lower end of this pipe 1 becomes damaged. By closing this cock 6 thetrain could be operated until repairs could be made.

The operating valve 5, attached to the lower end of the branch pipe 1,consists of a body 7 a Vertical inlet port 8, a tapered outlet port 9and a horizontal tapered socket or valve seat 10. Fitting andy turningin this tapered socket 10 is a hollow tapered valve handle 11, the outerend 12 of which is bent at right angles to the horizontal taperedportion 11 and containing in this tapered portion 11 an inlet port 14which registers with the main inlet port 8 when the valve handle extendsvertically downward as shown in Fig. 5. A lock nut 47 on the end of thetapered valve 11 holds the valve on the valve seat 1() by means of aspring 48. A cover 49 adapted to be secured to the boss 50 of the valvebody 7 serves as a protection for the lock nut 47 and spring 48.

Attached to and extending from this valve handle 11 is an arm 13 theouter end of which rides on an arcuate shaped leaf spring 15. This leafspring is fastened at its ybase to the body extension 16 and extendsupwardly and close to the stop 17. An ear 18 extending out from thetripping arm 12 of the valve handle 11 registers with the ear 19,extending out from the body of the valve, when said valve handle is inits downward normal position. ln this normal position of the valvehandle, the two ears 18 and 19 are preferably linked by a seal 20. Thetripping arm 12 extends down a suicient distance to ensure contact witha 'llagging block 21.

This flagging block 21 is of such construction that it will extend abouteight (8) inches above the rail 22 and is desirably located outside oithe rail about 27 inches from the inside of the rail to the center lineof the block. The base of the block 21 extends along the edge of a tie23 and the end of this base is bent upwardly in hook form to lit overthe inner flange ot the rail as shown in Figure 3. A clamp 24 and nut 25ensures a solid fastening of the flagging block 21 to the rail and theplate 26` attached to the base of the block 21 holds the block in itsproper relation to the rail.

In the operation of this automatic mechanisin, the proper location otthe ilagging block 21 will cause this block 21 to engage with thetrippng arm 12 of a moving train. The moving of the tripping arm 12 ofthe valve handle 11 will rotate the valve stem 10, release thecompressed air through the port 9 and thus automatically effect loweringof the pressure in the brake pipes. This lowering ot' the pressurecauses shifting of the triple valve 27 and allows the compressed air inthe tank 28 to expand into the brake cylinder 29, thus setting thebrakes. The hollow valve handle 11, having a port opening 14, willcontain compressed air while the tripping arm is in its normal downwardposition. Thus, if this hollowr tripping arm 12 should be broken, fromengagement with the ilagging block 21 or from any other cause, thecompressed air would escape through the broken handle and likewiseetl'ect a lowering ot pressure in the brake pipes.

1n case the flagging arm 12 is'rotated, the connected arm 13 (Figure 4)will ride along the spring quadrant 15 unt-il it strikes the stop 17when it will slip over the upper end of the spring 15 thus causing thevalve handle to be locked and the valve to remain open until theengineer descends to the ground and releases the saine. Furthermore, aturning of the valvev handle and the subsequent breaking ot the attachednumbered seal, or the breaking of the valve handle, will necessitate themaking of a report by the engineer and the reasons therewith.

It will be evident that the breaking ol' the seal and the subsequentnecessitated report is an important feature in that it will beinstrumental in causing the engineer to operate the train with thegreatest possible caution and safety.

ln connection with this mechanism, I have provided a cooperatingmechanism for automatically moving the throttle toward closure (seeFigures 1 and 2). It consists ot a branch pipe 30, connected to andpassing upwardly from the airhralre pipe connecting the tank 28 andcylinder 29, a` small cylinder 31 connected to the branch pipe 30 at itsupper end and a piston 32 working in this cylinder 31 connected to thethrottle lever 40 by means of its rod 33 and a flared sleeve 34.Connecting the sleeve 34 to the throttle rod 41 is a latch 36 fulcrumedto the throttle lever at 37. The throttle rod 41 co-operates with theserrated quadrant 39 and is held in any adjusted position with relationthereto by means ot the dog 38. Regulating the motion of this throttlelever 40 and contained in the cylinder 31 is a properly tensioned spring42 desirably inade to withstand about forty-live pounds pressure. Theflared sleeve 34 contains a cushion spring 35 in the small end adjacentthe throttle lever 40.

Tn the operation oli the cooperating throttle closing mechanism, theopening of the operating valve 5 and the subsequent lowering of pressureand shifting of the triple valve assasea 27 will not only allowexpansion of the ycoinpressed air inthe brake cylinder 29l but willSimultaneously force the high pressure air through thebrake cylinder 30.cumulated pressure o nv the piston 32 will force the piston rod 33forward against the definite pressure exerted by the spring 42. Thisforward motion of the piston striking the cushioned sleeve 34 ywillcause the fulcruined latch 36 to be pressed downward. The subsequentdownward motion of the throttle rod 41 will withdraw the dog 33 fromVthe quadrant 39. Thus, further inotion by the piston rod 33 closes thethrottle lever to fixed position as determined by the strength ot theresisting spring 42. This position is preferably that of a driftingthrottle or slightly open valve so that a small quantity of steam flowsto the eyliir ders. Upon closure of the operating valve 5 or cutout cock6, the triple valve 27 is,l

closed by the resulting increased pressure in the main airbrake line andthe tensioned spring 42 will automatically torce the piston back tonormal position.

The modified operating device 43 is des signed to replace, it desired,the preferred operating device attache-d to the pipe l as shown inFigures 4 and 5. It consists et a section of standard pipe adapted to beattached to the lower end ot the branch pipe fl as at 46 in Figure 6.This pipe 43 depends downwa Id a sufficient length to ensure contactwith tlieiiagging block 2l and is provided at the bottoni end thereofwith a drain plug 45. It contains at a point adjacent the 'branch pipe la liacksxiwed groove 44 encircling the pipe and of sufficient depth toensure a positive bieaking of the pipe at this point when struck by thellagging block.

lt should be understood that this modiiied operating pipe may be usedeither temporarily or permanently and may be of any suitable materialsuch iron, steel or glass, the breaking et which, Yby engagement with a.flagging block, will automatically release the compressed air and thuseitect a lower-V ing ot the pressure in the brake'pipes.

The simplicity ot my invention is un usual in that results are attainedby the mere addition ot two branches to the airbrake pipe system and apiston working against a properly tensioned spring For operating thethrottle lever. This closing ot the throttle lever and the setting ofthe brakes is attained by a lia-gging block either portable orpermanent.

The portable flagging block is particularly advantageous because, in theevent that a train becomes stalled, a brakeinan can readily carry thisblock forward and one rearward ot the train on a single track line andrearward on a double track line, and bysettiiig it be sure that anyoncoming train' This acwill` be' automatically stopped. Nothing' atrainV is once stopped by mydevice, thev cannot restore runningconditions while in his cabfbut musty descend to the greundi. Ettydevice gives the conductor full control of the train for by opening theconductors valve, t-lie 4brake pipe pressure is lowered causing` thebrakes to be applied and the throttle automatically closed. The saineresults will `tollow if the trainbreaks in two.

lt will be obvious that with my apparatus, whenever pressure inthe airbrake system is reduced .sufiiciently to set the brakes, regardless ofthe cause, the throttle will be' moved toward closed position. Theextent et such movement maybe varied by varying the strength of thespring 42. It will also be obvious that with my device the air controllever is not yatlected by my tripping operation but the brakes are setwithout the application of any torce to such lever. I n

Having thus described my invention, what I claim is: l

l. In an automatic train controlling system, means operable by a tripfor setting the brakes and closing the throttle, said means comprising atrip operated valve, a branch pipe connecting said trip operatedengineer valve to the system and a vertical loop coiinecting said branchpipe to said systeinfor preventing any condensed moisture ktrom passinginto said branch pipe.

2. The combination with the air brake system of a locomotive; of a pipeconnected into the main air line of said system and extending downwardlytherefrom and through the laooing of the locomotive cylin-` *ab der thesaid i e connecting with the u a er portion of the said air line wherebya loop is formed, and a. detent actuated valve on the lower end of saidpipe.

3. Tn a detent operated valve tor train control systems; a valve casingconnected in iioy the air line ofsaid system, a hollow valve plug insaid casing adapted when in a certain position to vent the system bypassage oi the air through said plug, the said plug being extendedbeyond the casing to provide a trangible handle and hollow throughoutits length', and the said plug having an opening therein at all times incommunication with said system. v

4. In a detent operated valve for train control systems; a valve casingconnected in said system, a handle for operating said valve, an armconnectedto said handle and movable therewith, a spring secured at oneend to said casing and pressing against said arm, astop limitingthetravel of said arm,

and the free end ot said spring terminating inwardly from said Stop adistance slightly stoppingthetran, said pipe passing through greaterthan the breadth of Said arm at its the lagglng of the locomotivecylinder be- 10 point of Contact with said spring. tween its connectiontothe main air line and 5. In an autolnatle traln eontrolhng syssindtrlp operatlng valve, teln the, colnblnatlon Wlth the zur brake sys- 1ntestunony whereof I hereby afx my tem of a pipe connected into the mainair signature. Ime or sind System, and a trlp operated valve connectedto seid pipe for automatically GEORGE WV. EDWARDS.

